Automatic train-stop.



A. G. TURPEN.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JUNE 5.1914.

1 141 ,023, Patented May 25, 1915.

2 SHEETS-SHEET l.

IIIIIIIIIIII THE NORRIS PE rERS CO puoro LITHO. \VASH/NG TON. 0

A. G. TURPEN.

AUTOMATIC TRAIN STOP.

APPLICATION FlLED JUNE 5. m4.

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AARON G. 'IURPEN, OF MOD'ESTO, CALIFORNIA.

AUTOMATIC TRAIN-STOP.-

Specification of Letters Patent.

Patented May 25,1915.

Application filed June 5, 1914. Serial No. 843,232.

To all whom it may concern:

Be it known that I, AARON G. TURPEN, a citizen of the United States, residing at Modesto, in the county of Stanislaus and State of California, have invented new and useful Improvements in Automatic Train- Stops, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular reference to signal controlled apparatus of this character.

In carrying out the present lIlV6I1tlOI1, lt is my purpose to provide an automatic tram stop which will be found especially useful in conjunction with the usual-road signal system and whereby the brakes of a train or car as the case may be will be automatically applied in the event of such car or train passing the danger signal.

It is also my purpose to provide an apparatus of the type set forth which will embrace the desired features of simplicity, efliciency and durability and which may be installed and maintained at a minimum expense.

l/Vith the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim.

In the accompanying drawings, Figure 1 is a fragmentary side elevation of the trackway showing the positions of the track instruments and semaphores controlling the same. Fig. 2 is a vertical sectional view through a track instrument. Fig. 3 is a diagrammatic view showing the circuit connection between the motor of the track instrumentand the source of energy therefor. Fig. 4c is a diagrammatic view of the car carried stopping mechanism. Fig. 5 is a sectional View through a detail thereof.

Referring now to the drawings in detail, 1 indicates a trackway. In the present instance, this trackway is divided into blocks and arranged adjacent to the entrance to each block is a semaphore 3 comprising a base 4, a standard 5 uprising from the base, and a signal blade 6 pivoted upon the standard 5 adjacent to the upper end thereof and capable of movement to danger and clear positions. Also arranged at the entrance to each block is a track instrument 7 comprising, in the present instance, a casing 8 having an opening 9 formed in the top Wall thereof. Journaled in horizontally alining bearings within the casing 8 and parallel with the lines of the rails of the trackway is a shaft 10 and fixed upon the shaft 10 is a plate 11 capable of swinging movement and adapted to be projected out of the casing by way of the opening 9 in the top wall thereof when the shaft 10 is rotated in one direction. Disposed in proximity to the shaft 10 is an electric motor 12 having a bevel pinion l3 keyed upon the armature shaft thereof and meshing with a bevel gear 14 upon the end of the shaft 10. A coiled contractile spring 15 has one end secured to the plate 11 and the opposite end fastened to the bottom wall of the casing 8 and acts to hold the plate 11 within the casing and to'restore such plate to normal position succeeding the deenergization of the motor 12. By means of this construction, it will be seen that when the motor 12 is energized the armature shaft will be rotated and motion transmitted to the shaft 10 through the medium of the bevel pinion 13 and the gear 14 thereby swinging the plate 11 out of the casing to active position against the action of the spring 15. On the other hand, when the motor is deenergized the spring 15 reacts to swing the plate 11 into the casing to inactive position. The electric motor 12 of each track instrument is connected in an electric circuit 16 including a suitable source of energy as a battery 17 disposed within the base 4 of the adjacent semaphore, and a circuit closer 18 connected with the signal blade of the semaphore and adapted to close the circuit when the blade is swung to danger position and break the circuit when the blade goes to clear. Thus, when the blade is moved to danger position the circuit 16 is closed and the motor 12 energized whereby the plate 11 is swung to active position as previously described. In this form of my invention, the car carried mechanism comprises an electric motor 19 connected in an electric circuit 20 including a suitable source of energy as a battery 21 and a switch 22 having the blade thereof connected with the upper end of a rod 23 depending from the car and connected with a shoe 24: adapted to engage the upper edge of the plate 11 when the latter is active and the car passes the danger signal. Fixed upon the stem of the en- 28 meshing with a pinion 29 keyed aipon the armature shaft of the motor 19. In this instance, the pinion 26 is connected with the shaft 27 through the medium of a spring clutch as illustrated in Fig. 5 so-that when the shaft 27 is rotated under the action of the motor the gear 2'5 will be actuated to manipulate the engineers brake valve to service position, while when the en-gineers brake valve is manually restored to normal position the shaft 27 will remain stationary, incident to the pinion 26 idling thereon.

' In practice, assuming .a "track "instrument to be active and :a motor car to pass the danger signal the shoe 24-wi'1l ride upon the upper edge of the plate 11 and actuate the rod 23 to close the switch '22 whereby the motor 19 will beenergized. In the opera.- tion' of the motor the shaft 27 is rotated with the effect to slowly manipulate the engineers brake valve to service posi'tion so that the brakes will be automatically applied and the. car or train brought to a standstill.

said circuit -to vrotate said shaft, and aspring clutc'h connection between said first pinion and said shaft whereby the pinion will: actuate the engineersbrake valve in the movement of the shaft under the action of the motor and the pinion idle over the shaft in the reverse manual movement of the engineers brake-valve. I

Intestimon-y whereof I afiix my signature in presence of two witnesses." V V AARON G'. 'IURPEN.

Witnesses? 1 r 7 J. PALMER, 'J'. TURPEN.

Copies ofthis 'patent may 'be obtained for '11" cents each, addressing-the commissioner chlat enti; Wuhlngtonfl). 0," e 

